Transmission-controlling device



Feb. l l, 1941@ E. wlTzKE TRANSMISS ION CONTROLLING DEVICE Filed April 12,

ATToRNE'Ys.

Patented Feb. 11, 1941 i fr 2,231,742

I UNITED srarr-s PATENT orricr 2,231,742 'rRANsMissIoNooN'moI-.LING DEVICE Edmund Witzke, Detroit, Mich., assigner to Ford Motor Company, Dearborn,` Mich., a corporation 'of Delaware Application April 12,1940, SeriaLNo. 329,248

The object of my invention is to provide a tion,- claimed in my, claims, and illustrated in transmission controllingy device for use in Acon ther accompanying drawing, in which: n nection, with motor vehicles. Figure 1 is a fragmentary view of a motor More specifically my invention relates .to a vehicle having my improvement installed thereon. n

5 steering column type of .gearshift for controlling Figure 2 is a plan view of the steering column, 5

an automobile sliding gear transmission. In this shown in Figure 1`. construction a lever is mounted beneath the Figure 3A is a sectional view, taken upon the steering Wheel of the vehicle which lever isconlines- 3-3 of Figure 2. nected through suitable linkage to. the .transmis- Figure 4 is a sectional view, taken upon the l` sion so that movement of this lever to its various lines 4-4 of Figure 3.

positions will shift the gears or clutches in the Figure 5 is a sectional view, taken upon the line transmission to effect the various. speed ratios 5-5 of Figure- 3./ obtainable therein. My specific improvements Figure 6 isa sectional view, similar to that do not relate to the shifter lever or connecting shown in'Figure 3, illustrating the sequence of l5 linkage, per se, but rather to an interlockingv operations required to assemble the device. 155 means whereby certain inherent defects in this -Figure 7 is a view, similar to that shown in type of shifting mechanism are eliminated. Figure 3, showing an alternate construction, and, in the most commonly used type of steeringA Figure 8 is asectional view, taken upon lines column gearshifting device a shaft is recipro- 8 8 of Figure 7 illustratingthe position of thev cally and rotatably mounted upon the steeringY levers when the alternate construction is being` column, the upper end of which is connected to assembled.

a lever so that it may be reciprocated along lthe Referring to- Figure 1 of the drawing, I have column and oscillated through a limited degreey used the refe-rence I0 to indicate the motor assoat either end of its stroke. The bottom of this ciated with a' motor vehicle, said motor being shaft is usually provided With some sort of ra mounted in affrajme II in the conventional man- 25- clutch which selectively engages a pair of levers ner. A steering column I2 extends diagonally at the bottom end-of the column soasto selecupwardly and rearwardly from the frame Il and tively oscillate either of these levers. The levers a steeringL wheel I3`i-s rotatably mounted upon themselves are connected through suitable rods the'upper end of the column I2. A'support I4 to shifter forks in the transmission to thereby isadapted'to besecured to the instrument board 30 shift the gears to their engaged positions. One I5 of the vehicle to support the upper end of disadvantage of such device is that vwhen the the steering column in the conventional manner. gearshift lever is in a neutral position the'y con- A- tubular shaft IB has its upper end rotatably trol shaft is clutched to only one of. the .levers and! lrecipi-"ocally mounted in the support i4, at the base of the steering column so that if which shaft extends downwardly through an 35 someone is servicing the' car from beneath they opening inthe 'floor boards of the car and has may accidentally move the other lever thereby its` lowe'rrnostv endA reciprocally `and rotatably shifting the transmission into oneof its speed mounted in a bracket Il which is clamped to ratios without moving the operating shaft. If the adjacent portion of the steering column I2. this occurs, the driver is unable to move the A pairI of arms lilV and III,- respectively, are ro- 40 shift lever from its neutral position because the tammy mminted upon the shaft. la adjacent to interlock device Within such transmissions pre thev` bracket Il, which arms are connected with vent the movement of one ofthe shifter forks transmission levers 2U and 2l, respectively, by when the other is in an engaged position; The meansY of links '22 and 1'13,l respectively; The 4 improvement herein com-prises means for pre-r4 levers 20L and'2l` are rotatably, mounted on the 45 venting movement of either ofthe levers or their transmission 244 of the vehicle and function` to control linkage without a corresponding moveslide the gears and clutches within the transment ofthe shifting lever. As thisV lever is under mission to engage the several-speed ratios obthe control of the drivers such accident is not tainable therein. A suitable interlocking, mechobjectionable as the transmission may be readily ani-sm is provided within the transmission so that 50 I shifted back to its neutral position. wheneither of the levers 2B? and 2I- is moved With these and other objects in view, my'in` from thei'rlneutral' positions it willA be impossible vention consists in the arrangement, constructo move] theother lever from its neutral position. tion and combination ofthe various partsr of. my From` the foregoing. it will be seen that oscillaimproved device,A as'` described in thisv specificationofithe arm/Ia in either direction from the 55 I9 are in their neutral positions the slots 25- and 26 are aligned with each other. 'Ihe lower end of the shaft I6 is provided with a transverse pin 28 extending therethrough which projects on each of the shafts suiciently to enter either of the slots 25 or 26. When the shaft I6 is in the position shown in Figures 3 and 5, the pin 28 engages the slot 25 of arm I8 so that oscillation of shaft I6 will oscillate the arm I8. However, should the shaft I6 be moved upwardly from a neutral position then the pin 28 will enter the slot 26 so that oscillation of shaft I6 at this time will oscillate the arm I9. When the pin 28 is positioned in either of these slots and has been rotated by the shaft I6 the other slot will not bealigned with the pin. This insures that whichever arm is engaged by the -pin 28 will have to be moved to its neutral position before the pin 28 can be withdrawn from the slot to engage the slot on the other arm.

An operating lever 29 is pivotally mounted upon a fulcrum 30 which projects outwardly from one side of the upper end of the shaft I6 and the inner end of the lever 29 is anchored in a stationary anchor 3l which is secured to the support I4; Thus, when the outer end of lever 29 is moved upwardly the shaft I6 will also be moved upwardly but at a reduced speed, according to the spacing of the fulcrum 30 from the anchor 3i. A suitable spring, not shown in the drawing, is provided which resiliently urges the shaft I6 downwardly at all times.

In operating the device, as so far described, the operator draws the outer end of the lever 29 towards the wheel I3 to thereby raise the shaft I6 and engage the pin 28 with the slot 26 and then moves the lever 29 clockwise to cause the arm I9 to move likewise thereby engaging the first speed of the transmission. If reverse speed is desired the lever 29 is moved counterclockwise while adjacent to the wheel I3.

If after the rst speed has been engaged the operator desires to engage the second speed, the lever 29 is moved to its neutral position at which time the aforementioned spring will pull the shaft I6 downwardly thereby engaging the pin 28 with the slot 25. The lever 29 is then moved counterclockwise to likewise move the arm I8 thereby engaging the second speed of the transmission. The third speed is engaged simply by moving the lever 29 clockwise through the neutral position. The aforementioned mechanism and sequence of operations are more or less conventional at the present time in the automotive industry and no claim is made herein to any part of this construction.

From the foregoing it will be seen that a possible difficulty arises with this arrangement because when the control lever 29 is in its neutral position it is possible to move the transmission lever 2I from its neutral position by an accidental push from beneath the car. It frequently happens while the car is being serviced thatthe attendant will strike a grease gun nozzle or wrench against one of these levers to thereby engage one of the transmission speeds. If the lever 29 is so accidentally moved it will also move the lever 29 as the pin 26 is normally in engagement with the slot 25 when the transmission is in neutral. However, should the lever 2I be moved at this time than the arm I9 will be moved to engage either the low or reverse speed of the transmission. When this happens the operator cannot move the pin 28 so as to be aligned with the slot 25 because the interlocking mechanism within the transmission prevents the movement of the lever 28- from its neutral position while the lever 2I is in either of its engaged positions. 'I'his is quite an annoying situation in the servicing of automobiles because the attendant who greases the car is not ordinarily capable of knowing the functions of the various operating parts of the car and can not b e expected to know the operation of this device and consequently much inconvenience is sometimes caused by this simple.

dearrangement of the parts.

In order to prevent the aforementioned trouble, I have provided a projection 32 which extends upwardly from the bracket Il to position above the pin 28. This projecting member is provided with a semi-spherical slot 33 therein which is machined by means of a standard Woodruff keyway cutter. A semi-spherical or cresent-shaped key member 34 is loosely mounted within the slot 33 so that it may voscillate back and forth in this slot. 'I'he key 34 is of crescent shape with the center of oscillation of the key substantially aligned with the intermediate point between the two slots 25 and 26. This key is so shaped that when the pin 28 is in the position shown in Figure 3 the key will have been removed from the slot 25 and oscillated clockwise to position where the other end of the key has been pushed downwardly into the slot 26.

If at this time it is desired to move the shaft I6 upwardly then the pin 28 simply moves the upper end of the key 34 vout o-f the slot 26 while the lower end of this key oscillates down into the slot 25. When the parts are in the position shown in the Figure 3, which is the normal neutral Aposition of the transmission, it will be impossible to oscillate the lever 2| because the arm I 9 will be held in its neutral position by means of the key 34. This, however, will not in `any way interfere with oscillation of the arm I8 and likewise, when the pin 28 is moved up into the slot 26 the key 34 will hold the arm I8 against oscillation but will not in any way interfere with oscillation of the arm I9. In this construction a slot is provided in the sleeve 2l through which the key oscillates.

It will be noted that a sheet metal bracket 35 is clamped against the steering column by-means of the bracket I1 and extends forwardly and upwardly around the shaft I6 to prevent the dislocation of the levers I6 and I9 by movement of the shaft I6. Figure 6 illustrates the sequence of operations required to assemble this device from which it will be seen that the bracket 35 is first assembled on the shaft I6, then the arm I9 is assembled over the lower end of the shaft, and then thepin 28 is inserted into position. The key 34 is thenI inserted into the slot 33 and the arm I8 pushed laterally upwardly so that the end of the key 34 enters the slot 25. When in this position'the lower end of the shaft I6 is inserted through' the hub portion of the armV I8 into its'mounting in thebracket I'I and then the arm I9 and bracket 35 are moved axially toward each other to clamp the arms between the brackets 35 and I1. The bracket I1 is clamped on the steering column by means of the bracket 35.

In the alternate construction, shown in Figures 7 and 8, the bracket 35 is cast integrally with the bracket I1 and offers a somewhat less expensive construction to manufacture. This arrangement functions the same as the previously described device but it is not apparent how the device may be assembled. With this construction the sleeve 21 is fixedly secured to the arm I9 and is provided with a relatively wide slot in its upper portion so that the normal oscillating movement ofthe arm I9 will not cause interference between the sleeve and the key 34. The sleeve 21 is also provided with diametrically opposed openings 36 through which the pin 28 may be inserted but these openings are spaced 90 from the key-receiving opening in the sleeve. The opening 35 are out of alignment with the pin 28 in all of its normal operating positions.

To assemble this device it is necessary that the key 34 be inserted into the slot 33, then the arm I8 is pushed into the sleeve 21 which is fixedly secured to the arm I9. The two arms are then inserted into the bracket I1. The arm I 8 is then rotated from its neutral position, shown by dotted line 31, in Figure 8, 90- degrees to the position shown in full lines. This location would normally be occupied by the steering column of the vehicle, but this assembly is made before the unit is mounted upon the column so that there 1s no interference. At this time the openings 36 in the sleeve 21 becomes aligned with the slot 25 in the arm I8. The pin 28 is then insert-ed through the opening 3G to a central position upon the shaft i6. .The arm I8 is then moved clockwise to the position shown by dotted lines 31 which is the normal operating position for this arm. n The bracket I1 is then clamped to the steering column. In this position there is no danger of the pin 28 sli-ding out from its central position on the shaft I-6.

The principal advantage arising from the use of my improved construction is that accidental movement of the arm I9, link 23, or lever` 2\I is prevented to `thereby make it impossible to move any of these members except with a corresponding movement of the lever 29 within the drivers compartment.

Some changes may be made in the arrangement, construction and combination of the various parts of my improved device without departing from the spirit of my invention, and i-t is my intention to cover by my claims such changes as may reasonably be included Within the scope thereof.

I claim as my invention:

1. In a vehicle transmission having several selectively engageable speed ratios therein, a pair of arms adapted yto be selectively oscillated to cause selective engagement of said speed ratios, a shaft reciprocally and rotatably mounted adjacent to said arms, means for rotating and reciprocating said shaft, a clutch member associated with said shaft which in one position of reciprocation of said shaft clutches said shaft to one of said arms and in the other position of reciprocation of said shaft clutches said shaft to the other of said arms, a stationary bracket disposed adjacent to sai-d arms, and an oscillatingv key member mounted in said bracketwhich upon movement of said shaft to clutching engagement with either of said arms is oscill-ated thereby to position where it locks the other of said arms against oscillation.

2. In a transmission having several selectively engageable speed ratios therein, a pair of axially aligned arms adapted to be selectively oscillated to cause selective engagement of said speed ratios, a shaft axially aligned with said arms, which shaft is reciprocally and rotatably mounted for movement relative thereto, means for rotating and reciprocating said shaft, a clutch member associated with said shaft which in one position of reciprocation clutches said shaft to one of said arms and in its other position of reciprocation clutches vsaid shaft to the other of said arms, a stationary vbracket disposed adjacent to said arms, and -an oscillating key member mounted in said bracket which upon movement of said shaft to clutching engagement with either of said arms is oscillated thereby to a position where it looks the other of said arms against oscillation.

3. In a mot-or vehicle, a transmission having several selectively engagea-ble speed ratios therein, a steering column, a pair of arms rotatably mounted upon said steering column, link members connecting said arms With said transmission y vmeans at the upper end of said shaft for ro tating and reciprocating same, a clutch member disposed a-t thelower end of said shaft which in one position of reciprocation clutches said shaft to -one of said .arms and in its other position of reciprocation clutches said shaft to the other of said arms, a stationary bracket disposed adjacent to said arms, and an oscillating key member mounted in said bracket which upon movement of said shaft to clutching engagement with either of said arms is oscillated thereby to position Where it locks the other of said arms against oscillation.

4. In a motor vehicle, a transmission having several selectively eng-ageable speed ratios therein, a steering column, a pair of axially aligned arms rotatably mounted upon the lower end of said steering column, link members connecting said arms with said transmission so that selective oscillation of said arm causes selective engagement of said speed ratios,a shaft reciprocally and rotatably mounted upon said steering column, means f-or rotating and reciprocating said shaft, a pin extending transversely through said shaft which in one position of reciprocation of said shaft coacts with a notch in one of said arms to rotatably clutch said arm to said shaft and in its other position of reciprocation coacts with a notch in the other of said arms to rotatably clutch said other arm to said shaft, a stationary bracket disposed adjacent to said arms, and an oscillating key mem-ber mounted in saidbracket which upon movement of said pin to clutching engagement with either of said arms is oscillated thereby to position Where it enters lthe notch in the other of said arms to thereby hold said other arm againstoscillation.

5. In a motor vehicle, a transmission having several selectively engageable speed ratios therein, a steering column, a pair of axially aligned arms rotatably mounted upon said steering column, link members connecting said arms with said transmission so that selective oscillation of said arms causes selective engagement of said speed ratios, a shaft reciprocally and rotatably mounted upon said column in axial alignment with said arms, means for rotating and reciproeating said shaft, a pin extending transversely through said shaft in alignment with said arms which in one position of reciprocation of said shaft enters a notch in one of said arms to clutch said arm to said shaft and in the other position of reciprocation of said shaft enters a notch in .the other of said farms to thereby clutch said other arm to said shaft, a stationary bracket disposed adjacent to said arms, and an oscillating key member mounted in said bracket which, upon reciprocation of said shaft to cause engagement of said pin with one of said arms, is oscillated by said pin to a position where it engages the notch in the other of said arms and thus prevents oscillation of said other arm.

6. In a transmission shifting device, a steering column, a member supporting the upper end of said column, a bracket xed upon' the lower end of said column, a shaft rotatably and reciprocally mounted in said bracket and supporting member, a lever extending radially from the upper end of said shaft to both oscillate and reciprocate same, a pair of arms rotatably mounted upon the lower end of said shaft, means for restraining said arms against axial movement, links connecting said arms to said .transmission so .that selective oscillation of said arms selectively engages the speed ratios in said transmission, a clutch member associated with said shaft which in one position of reciprocation clutches said shaft to one of said arms and in its 'other position of reciprocation clutches said shaft to the other of said arms, and an oscillating crescent-shaped key member mounted in said bracket which upon movement of said shaft to clutching engagement with either of said arms; is oscillated thereby to a position where it locks thevother of said arms against oscillation.

7. In a vehicle transmission shifting device, a steering column, a member supporting the upper end of said column, a bracket i-lxed upon the lower end of said column, a shaft rotatably and reciprocally mounted in said bracket and supporting member, a lever extending radially from the upper end of said shaft for oscillating and reciprocating same, a pair of arms rotatably mounted side by side in axial alignment with the said shaft upon said bracket, a pair of link members connecting said arms respectively to said transmission so that oscillation of said arms causes selective engagement of the speed ratios in said transmission, the adjacent faces of said arms each having a diametrical slot therein, a pin member extending through said shaft which in one position of reciprocation of the shaft engages one of said notches to clutch said shaft to said arm and in its other position of reciprocation engages the other of said notches to clutch said shaft to the other of said arms, an oscillating crescent-shaped key member mounted in said bracket which upon movement of said shaft to clutching engagement with one of said arms is oscillatedthereby to a position where it enters the notch in the other arm to thereby prevent oscillation of said other arm.

8. In a vehicle transmission shifting device, a

. steering column, a member supporting the upper end of said column, a bracket xed upon the lower end of said column, a shaft rotatably and reciprocally mounted in said bracket and supporting member, a lever extending radially from the upper end of said shaft for oscillating and reciprocating same, a pair of arms rotatably mounted upon said bracket in axial alignment with said shaft, said shaft extending through the hub portions of said arms, link members connecting the outer ends of said arms with said transmission so that oscillation of said -arms causes selective engagement of the speed ratios in said transmission, a pin member extending through said shaft in substantial alignment with said arms, the hub portions of said arms each having a diametrically lextending slot therein, which slots are aligned with each other when said arms are in their neutral positions, said pin member in one position of reciprocation of said shaft engaging one of said notches to rotatably clutch said arm and shaft and in its other position of reciprocation engaging the other of said notches to rotatably clutch the other of said arms with said shaft, and an oscillating key member mounted in a spherical pocket in said bracket in such a position that upon movement of said pin to clutching engagement with the notch in one of said arms said key is oscillated to a position where it enters the notch associated with the other of said arms and thereby prevents oscillation of said other arm. EDMUND WITZKE. 

